Steam-engine



8 SheetsSheet 1.

(No Model.)

F. D. CUMMER.

STEAM ENGINE.

wa /CA QJEJW I "call Patented July 24, 1883'.

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F. D. GUMMER.

STEAM ENGINE. l

No. 281,843. Patented July 24, 1883.

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(No Model.) 8 Sheets-Sheet 4.

A F. D. GUMMER.

- STEAM ENGINE. NO. 281,843. Patented July 24, 1883.

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STEAM ENGINE.

(No Model.)

No. 281,843. Patented July 24, 1883.

INVENTOR ATTORNEY WITNESSES (No Model.) 8 Sheets-Sheet 6.

P. 1). OUMMER.

STEAM ENGINE.

No. 281,843. Patented July 24, 1883.

WITNESSES INVEN'IOR v I f P W 5 A I ATTORNEY mm. W 0.6.

. (No Model.) 8 Sheets-Sheet '7.

F. D. GUMMER.

STEAM ENGINE. No. 281,843.

Patented Ji11 24, 1883.

INVENTO M R WITNESSES ATTORNEY thognphar, wmin m. 04 c.

8 Sheets--Sheet 8.

(No Model.)

P. D. SUMMER.

. STEAM ENGINE. No. 281,848. PatentedJuly 24, 1883.- Y

INVENTOR ATTORNEY UNITED STATES PATENT Omen.

- FRANKLIN D. OUMMER, OF DETROIT, MICHIGAN, ASSIGNOR TO THE GUMMER ENGINE COMPANY, OF CLEVELAND, OHIO.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 281,843, dated July 24, 1883,

Application filed September 7, 1881. (No model.)

T 00% whom, it may concern:

Be it known that I, FRANKLIN D. OUMMER, of Detroit, county of WVayne, State of Michigan, have invented a new and useful Improve- -ment in Steam-Engines; and I declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying 1o drawings, which form a part of this specification.

My invention has for its object, first, such an arrangement of the steam and exhaust valves that the latter shall be on a level lower than the cylinder, thereby draining the cylinder; secondly, an arrangement of the main steam and exhaust valves, whereby all may be operated simultaneously by one eccentric, eccentric-rod, and rocker-arm, and whereby all the valve-motion and all the valves are located upon one side of the engine; thirdly, to combine with the main exhaust-valve secondary valves which distribute the exhaust-steam to an auxiliary heater and a condenser, the

proportions of the said distributing-valves and their ports to their seat-ports, and their adjust-ments as to times of 'opening and closing in relation to each other and the main exhaust-valves, being such or being capable of such adjustment that the steam, after passing.

the main exhaust-valves, is distributed to the auxiliary heater and to the condenser in such a way that the feed-water is heated to a temperature corresponding very nearly with the 3 5 terminal temperature of the steam in the cylinder at the time of release, and without causing any increase of back-pressure or variation in the exhaust-line upon an indicator-diagram taken from the engine; fourthly, the connection of the cut-off valve with an eccentric and rod independent of those which operate the steam, exhaust, and distributing valves, for reasons which will be hereinafter explained; fifthly, in other and minor features of construction.

In the drawings, Figure 1 is a side elevation of an engine-cylinder with the face-plate removed from one end, so as to expose the main steam-valve, exhaust-valve, and valves leading to the auxiliary heater and condenser. Fig. 2 is a cross-section by a vertical plane passed at right angles to the axis of the cylinder and through the main steam and exhaust valve chambers. Fig. 3 is a central section by a horizontal plane. Fig. 4 is a cross-section by a vertical plane passed at right angles to the axis of the cylinder at its middle point. Fig. 5 is a section by a horizontal plane, illustrating the main steam-valve at the left and with a portion broken away at the right, so as to illustrate in plan view the main exhaustvalve seat beneath. Fig. 6 is a central cross section bya vertical plane passed through the steam and exhaust passages, showing the positions of the valve-rods,and also with a jacket surrounding the cylinder. Fig. 7 is a side elevation, with parts broken away, illustrating the devices as applied to an ordinary engine, with the auxiliary heater-valve and condenser-valve removed. Fig. 8 is an elevation on one side. Fig. 9 is a plan view of my engine. Fig. 10 shows the arrangement of engine, auxiliary heater, and condenser, &c. Fig. 11 is a view of a steam-cylinder, viewed from the steamchest side, with one chest-cover removed. Fig. 12 is an enlarged view of a portion of a similar cylinder, viewed from above it and having a portion of the top of the cylinder and the steam-chest valve-seat and valves removed. Fig. 13 is a top view of a cylinder complete of similar construction. Fig. 14 is a detail view, partly in section, showing the adjustable dogs which operate the cut-off. Fig. 15 is a detail side view, illustrating the connections of the main eccentric-rod, the rods of the main steam-valves, the exhaust and auxiliary valves, and the rocker-arm.

In. the designing and construction of my engine my desire has been to have the engine very simple and durable, to have all its parts easy of access, and that in the extreme degree it should be economical, not only at the starting, but that its valves should be of such design and proportion and the valve-seats so arranged that the valves should remain tight on their seats and move with but little friction, and that the clearance should be reduced to the least degree possible.

In selecting a valve-motion I desired to adopt the most familiar devices, that the engine might be suitable for general use, and such as would enable me to give to my valves such travel and proportion that great range of adjustment of the valves in relation to each To still further carry out the idea of eeon0- my, and retain still the simplicity of the engine, I have arranged to utilize a portion of the exhaust-steam from a condensing-engine while it is possessed of the temperature corresponding to its terminal pressure at the time of its release from the cylinder, in order to heat the feed-water to a corresponding temperature. This I have accomplished without adding any operating mechanism whatever to my engine, or increasing the clearance or waste room in the cylinder, and without causing any back-pressure in the cylinder to the piston, or adding any affecting friction or load to any of the operating parts of the engine. To this end I use two main steam-admission valves, B, and two main exhaust-valves, 0, all located in proper relation on the same side of the cylinder H in the steam-chests II. These four valves are operated by one fixed eccentric, I),

on a shaft, G, receiving motion through suitable transmitting devices from the shaft u of the fly-wheel XV. A rod, B, connects the cocentric b with the upper end of a rocker-arm, D, which has also connected to its upper end the rod (1, which operates the main steamvalvcs, while to its lower end is connected the rod (P, which operates the main exhaust and the auxiliary valves. The two main steamvalves are connected by a rod, Z), leading through the branch steam-pipe I, and shown in section in Figs. 4 and 6. The steam-valves I arrange to work against a vertical seat, I), in which are one or more ports, If, for the admission of steam to the cylinder. This seat, at the upper end, I), and by its two edges, 1), is cast to the cylinder; but the lower end of this seat is not attached to the cylinder. By this arrangement I am enabled to construct a seat of uniform thickness, which is practically suspended and free to retain a uniformly-true plane.

The cylinder is provided with a chest at each end. as shown in the drawings. The two chests are connected by a horizontal branch steam-pipe, I, into which leads the main steampipe I. The lower end of this chest furnishes a shelf, 71., to carry the main steam and cut-off valves, and also to divide the steam; chests from the exhaust-chests H which are placed horizontally below the steam-chests, with the exhaust-seats below the bottom of the cylinder, so as to drain the cylinder, and arranged to carry the exhaust-valves in a horizontal position and at right angles to the steam-valves. Both the steam or admission ports and the exhaust-ports at each end of the cylinder are arranged to be in communication with the same opening or passage into the cylinder. Thus, with the use of separate steam and exhaust valves only two ports, b through the cylinder for the admission of the steam and exhausting it are necessary, instead of four, as is usual with engines employing four or more valves. By this arrangement I am also enabled to design my exhaust-valve seats so that they shall be of uniform thickness, and so located as not to be warped from an even plane by any uneven expansion as the temperature of the steam v and seat varies.

By reference to the drawings, the exhaust side pipe, K, is seen to be disconnected from the cylinder, so that the exhaust-steam passes directly from the cylinder into the side pipe and is restrained from all contact with the cylinder, and frees the cylinder from the distorting effect and uneven expansion that would follow from having a greater temperature at one side than at the other, and from the evil effect of incasing the cylinder with saturated steam. The rod or stem (1 which operates the exhaust-valves, passesthrough this exhaustpipe.

On the back of each main steam-valve is placed a cut-off valve, T, which may be operated by a fixed or varying eccentric, T, and which I sleeve on the main eccentric-shaft. The point in the stroke of the engine at which the cut-off would take place and expansion begin may be varied by a rotary adjustment of the cut-off eccentric T forward or in the reverse direction automatically, as is done by my governor, which forms the subject of another application for a patent, or in the ordinary way. The rod T connects the eccentric T with the rod (1, which operates directly the cut-offs, which are connected by a rod, (1, passing through the branch steam-pipe I, and shown in section in Figs. 4 and 6.

It will be seen that I employ slide-valves,

plain flat plates, gridiron-valves, preferably.

When the ordinary D -valve is used with auto matic engines and high pressures, the area under the valve is necessarily very great about six times greater than would be necessary for admission only--and by the use of gridironvalves and separate valves for admission and exhaust arranged with them four or more ports, the necessary travel is reduced three, four, or more times, so that by the reduction of travel and port-area under the steanrvalves the friction is very much lessened, and also dis tributed, so that steam at very high pressure may be used with these engines, and the econdrier steam maybe obtained. Further, this system of operating the valves gives to them a uniform travel, and all parts of the seat wear alike, and from this, as well as the tendency of the seats to remain in an undisturbed plane, the valves are liable to remain tight on their seats. \Vith most automatic engines the admission-valves have a varying travel, and as the valves and seats have not an even friction over their entire surface, the valves and seats are worn unevenly, and leak from this cause.

As the main and exhaust valves are operated by a fixed eccentric, and the cut-off valves by a separate eccentric, I am enabled to give to my main steam and exhaust valves such a travel in relation to the width of the main ad mission and main exhaust ports that by spreading the main valves or adjusting them so as to be at greater or less distances from each other I am enabled to give to the steanrva'lves greater or less lap, as I desire, and, of course, as the lap of the main valves is increased, and after I have given to the exhaust-valves necessary lead, that steam may be exhausted freely and without back-pressure, I am enabled to increase the compression and cause an earlier closure of the exhaust-valves in proportion as I increase the lap of the main valves, without decreasing the exhaust-lead or causing backpressure. In short, I am always enabled to give to my engine any desired compression without compromising my exhaust-lead orcompromising the benefit resulting from the desired compression by giving back-pressure to the piston. In my engine all the valves are arranged on the stems so each valvev may be adjusted independently of any other.

By referring to Figs. 8 and 9 it will be seen that the main eccentric is placed in front of the girder, and by its rod is attached or connected to a double rocker=arm, D, at the upper end of the upper arm, and to, the same end of the upper rocker-arm, and to the opposite side of said arm is attached the stem that operates the two main steam-valves. At the lower end of the lower arm of the rock-shaft is attached the rod that operates the main exhaust-valves. This arrangement of the chests and valves, as fully described, allows of this very simple arrangement for operating the mechanism,which consists of only one eccentric, one eccentricrod, one rocker-shaft, with its two arms, and

two valve-stems.

The cut-off valves are operated by the cutoff eccentric, one eccentric-rod, and one valvestcm, and the arrangement is such that all the rods are straight.

So far I have treated of my non-condensing engine. The condensing-engine I arrange with auxiliary valves E and F, which are attached to the exhauststem which operates the main exhaust-valve, and in this way they are operated without adding any mechanism to the engine; and the arrangement of the steam-valves and the relation between the travel of the valves and width of the ports, as described, enable me, by giving motion to my auxiliary or distributing valves from the same eccentric that drives the main steam and exhaust valves, to so regulate their opening and closing at such times that steam is distributed by said auxiliary valves to the auxiliary heater and condenser in such proportions to the whole volume of steam that I am enabled to give to the feed-water, with a portion of the exhauststeam, while retaining its terminal pressure, a temperature corresponding very nearly to the temperature of the steam in the cylinder at the time of its release. It is accomplished in the following manner:

It will be observed that when the main exhaust-valve is closed the auxiliaryheater-valve and condenser-valve are both closed; but when the exhaust-valve begins to open the auxiliary heater-valve opens simultaneously, so as to give momentarily a free exit for the steam into the heater. Now, as the pressure accumulates in the heater, and just at the moment it would otherwise operate to create a back-pressure through the exhaust-valve into the cylinder, the further movement of the valve-stem causes the heater-valve to close, and before it fully closes the condenser-valve begins to open. The latter, however, having small but numerous ports, opens so fully and so quickly that the freedom of the exhaust is not impaired. Another effect relative to the valves is important: There is no pressure of the heatervalve upon its seat, for as soon as the steam begins to exhaust it finds this valve open, and as soon as it closes the eondenser-valve has opened and the back-pressure from within the heater lifts the heater valve from its seat. Moreover, so long as the exhaust is free through the heater-valve into the heater there is no pressure upon the exhaust-valve, and only a pressure upon the condenser valve upon its seat, due to the vacuum beneath and the exhaust-pressure. As soon as press ure would otherwise occur, by the closing of the heater-valve the condenser-valve has opened already. The result of this arrangement of the valves is that the auxiliary heatervalve and condenser-valve offer no increased resistance to the eccentric and its rod beyond what would be created by the exhaust-valve if the said auxiliary heater and condenser valves were not employed. Another result follows from the foregoing construction: The cylinder having but two ports, the range of movement of the valve issubstantially the same upon engines which differ very much in size and power; and the heater and condenser valves offering, practically, no resistance, therefore with different sizes of engines there may be employed a common size of eccentric and eccentric-rod. By connecting my main steam and exhaust valves and the auxiliary heater and condenser valves all with the same eccentric-rod, and the cutoff with an independent eccentric, I am enabled to adjust the travel of my heater and condenser valves with respect to each other and to the exhaust-valve, so as to distribute properly the exhaust-steam and not effect injurious backpressure in the cylinder, which adjustments it would be difficult to effect except by making the cut-off independent.

As ascertained by myself and corroborated by other competent engineers, for the best economy the terminal pressure of steam in the cylinder of a steamengine should not be less than atmosphere, but should range from two to five pounds, at least, above atmosphere. The corv responding temperature of the exhaust-steam would range at and between these pressures at from 221 to 228, and higher, of course, as the terminal pressure might be greater, so that with a condensing-engine in good proportion to its work with this arrangement, in connection with the other parts of my engine, I am enabled to obtain all the benefit obtainable from high steam up to two hundred pounds pressure, or possibly higher, and the expansion a free exhaust and a compression to any desired degree under all conditions, with all the benefits resulting from the use of a condenser. I am enabled, also, to procure hot feed-water for the boiler at a temperature equal to or greater than could be obtained with an ordinary non-condensing engine, for, if my terminal pressure were enough more to warrant it, I would close my auxiliary heater to the atmosphere by a safety-valve, and so ad just it that it would prevent all escape ofsteam, or allow any portion to escape that I might desire. If no steam were allowed to escape, of course a drainagepipe would be necessary to carry off the water that would otherwise accumulate and finally fill the steam-chamber of the auxiliary heater. The effect of this auxiliary device and its combination with an auxiliary heater I have tried with one of my eighteen-by-thirty-six engines, and have verified the results as described by actual test. This engine is also now in daily operation. When desired, Iplace a nicely-balanced eheckvalve in the pipe connecting the auxiliary heater with the engine-cylinder, to prevent the lifting of the heater distributing-valve E by pressure under it after it has closed and the condenser distributing-valve opens. The only objection to this device is the slight noise made by the closing of the valve, and which I prefer to avoid, and, instead, use the wedge 0 placed between the lower ends of the driving-dogs C, that drive the main exhaust-valves and the top of the heater distributing -valves. These drivingdogs are provided with flanges that wear against the under side of the main exhaustvalve seats and resist the raising of the heater auxiliary or distributing valves when the pressure underneath them is greater than itis above them. Both valves are open to examination by removing the face-plate D.

E is the secondary valve, governing the admission of steam through it to the auxiliary heater, and F the other valve, governing the passage leading to the condenser. and lead of these respective valves is such that when steam is exhausted from the cylinder through the exhaust-valve C it finds the condenser-valve F closed entirely or partially, as may be found necessary, and the heatervalve E open. In case it is desired to employ this engine as an ordinary non-condensing engine, it is effected by simply removing the two valves last named and employing the foundation bed, as shown in Fig. 7. It will be understood that this engine has similar valves at each end of its cylinder, and that the faceplates are removed, so as to expose only one set in the drawings. In this construction the arrangement is such that each of the various valves is directly adjacent to the same face of the engine, so that by removing the face plate or plates each valve can be attended to from the same position, and without in any way disturbing the other valves. This element of convenience in the arrangement of the valves is of great importance in caring for an engine. I have also found that by this employment of valves E and F, I can with a condensing-engine heat the feed-water to as high or ahigher degree than is usual with non-condensing engines.

I11 operating engines having their expansion-valves riding on the back of the main or admission valves, it often occurs that the engine, when shut down, stops at such a point in .the stroke, and the main and cut-off valves are in such positions in relation to each other, that should the main valves be worked byhand by means of a starting-bar the cut-off valve or valves would cover the ports on the back of the main valves at a time when the main valve would cover the ports leading into the cylinder. To overcome this difficulty it has been usual to pry the engine with levers in the desired direction until steam in sufficient volume would be admitted to start the engine, or to nnhook both the main and cut-off valves from the 0perating-rods and work both the main and cut-off valves by hand, or fix the cut-off valves in a suitable stationary position while the main valves are being worked by hand.

In order that an engine having the expansion valve or valves riding on the back of the main or admission valve or valves may be reversed or handled at any point in the stroke,

The lap I have adopted the device shown in Figs. 11,

12, and 13, in which Risthevalve-seat; r, the three admission steam-ports. S is an auxiliary port, which is covered and uncovered by a lip, S, on the valve R, simultaneously with the covering and uncovering of the ports 1.

T is the cutoff valve.

U represents a cock for opening and closing the auxiliary ports S, and U a handle for facilitating the operation.

It will be seen that the port S cannot be closed by the cutoff valve, but may be opened and closed at will by the engineer through the medium of the handle U, which governs simultaneously a similar valve at each end of the cylinder. In this way the engineer can at any time operate these valves and give steam to the cylinder, no matter what position may be had by the steam or cut-off valves, so that he can start the engine at will by hand, and. without unhooking the cut-off-valve stem or detaching or disturbing the connections of any of the parts.

The peculiar construction of the valveseat, hereinbefore referred to as having the purpose of preventing warping and leakage of steam at the valve-seat, is intended to form the subject of a separate application for patent.

-What I claim is 1. In a condensingengine, a secondary valve governing the admission of exhauststeam to an auxiliary heater, and another valve governing the admission to the condenser, and provided with a relative lap and lead, substantially as and for the purposes de scribed.

2. I11 a condensing-engine, the combination of a steam-valve, exhaust-valve, heater-valve, and condenser-valve, all arranged adjacent to the same face of the engine, and directly accessible by removing said face, and without disturbing the other valves, substantially as described.

3. In an engine, a main steam-valve with a vertical seat, and a main exhaust-valve located beneath the latter, with a horizontal seat, the two communicating with the cylinder by a single port or opening, substantially as described.

4. In a condensing-engine, the main steam and exhaust, auxiliary heater and condenser valves connected with and operated by one eccentric and its rod, and, in combination therewith, cut-off valves connected with and operated by an independent eccentric and its rod, substantially as described.

5. In a non-condensing engine, an eccentric, eccentric-rod, and rocker-arm, and, in

combination with said rocker-arm, a rod connected with its upper end, to which the main steam-valves are attached, and another rod connected with its lower end, to which the exhaust-valves are attached, substantially as described.

6. The combination, with a sliding valve and its rod, of two independent driving-dogs, which are attached to the rod and enter a cavity in the valve, the combination being such that lost motion at the points where the dogs enter the valve may be compensated by loosening their connections with the rod and forcing the dogs apart from each other, substantially as described.

7 In a non-condensing engine, a steanr valve with a vertical valve-seat, and an exhaust-valve beneath it, with ahorizontal seat, the two valves connected with the opposite ends of a rocker-arm, which is moved by an eccentric and its rod, and, in connection therewith, a cut-off valve connected with and operated by an independent eccentric and its rod, substantially as described.

8. A steam-engine provided with similar steam, exhaust, and cut-ofi valves at each end of its cylinder, said valves and their operating-rods all located upon the same side of the cylinder and rendered accessible by removable vertical face-plates, substantially as described.

9. The combination, with the main steamvalves and cut-off valves of a cutoff engine, of independent hand-valves for admitting steam to the cylinder at either end and exhausting from the other end, whereby the engine may be started when it has stopped at a point where the ports of the main steam-valves are closed by the cut-offs, essentially as set forth.

In testimony whereof I sign this specification in. the presence of two witnesses.

FRANKLIN D. OUMMER.

Witnesses:

J. EDw. WARREN, SAMUEL E. THOMAS. 

